Need slant heads for OHC project

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Landons65Dart

Landons65Dart

Proud Mopar Owner
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I'm going to start the extensive project of building an overhead cam 225 Slant Six, but I need some junk heads to experiment with. Not looking to spend more than $30 a piece. By junk, I mean unusable. I'm also going to start designing a bolt on kit for all /6's. I'll take donations too (;
Thanks!
 
Did you see the thread over at slantsix.org about the guy who built an OHC slant back in the 70s (I think). I think he was a factory engineer.
 
Yeah I did. He possesses the engine again. I'd like to experiement with it on my own just for the sake of saying I did it. I'm curious to see what RPM ranges I can accomplish by eliminating those long pushrods. I'd also like to build a kit readily available to the public
 
Betcha a kit would be a decent seller - I'd be interested in one myself!
 
Interesting, but I don't know that you will gain a lot by losing the push-rods. GM's latest/greatest small block LS engines still use push-rods (recall), as I think Mopar Hemis do, and the 3.8L V-6 in my 2002 T&C. An OHC would be a lot taller, so might need to cut a long hole in the hood.
 
Personal 2cents, I can't think of one time I've heard 'Man, I wish there were OHC kit for the slant'. I just don't think that is a big priority among slanters. Yeah, there has been talk among slanted people of different heads that might bolt on, and most of these heads have been OHC, but the main benefit would have been a better flowing head, not the OHC in itself.

If you're looking to make something to sell, better flowing heads or some sort of a turbo header would be better, IMO, and have a larger market.

Also, food for thought, how many engines have been converted succesfully to OHC from OHV, and why were they? I don't think there is a kit being sold for any engine that does this, but I have been wrong before...

Whatever you do, good luck! :happy1::happy1:
 
Look at Ford's coyote engine. It's OHC and that tiny engine hauls ***.

No one thinks of an OHC kit for the slant, mainly because one isn't eveb available. Building an entire new head is way out of my budget. Porting will be plenty. In my particular build, flow isn't a huge issue. Eliminating push rods would be a huge plus. I'm doing a turbo slant and wanting to push 30 pounds or more with a shot of nitrous. Those long pushrods will be a weak link. I'm already taking care of all of the other necessary engine preparations. The OHC would be easier to push higher RPM's and higher boost. It shouldn't be a whole lot taller either.
Like I said, I mainly want to do this just for the sake of doing it and to see what I can accomplish. Opinions and theories are great, but you'll never know unless you try.
 
Personal opinion: The pushrods are not an issue. There are many slants that turn over 6500 RPM. I have turned my 170 to 7200 on occasion. The long stroke is more of a limiting factor. That said, with an overhead cam, you could use a more aggressive lobe profile. With a turbo you don't need a lot of RPM. Use the turbo to make torque. There are several turbo slants that make 500+ HP and don't turn over 5,500 RPM.
 
Landons65Dart said:
Look at Ford's coyote engine. It's OHC and that tiny engine hauls ***.

No one thinks of an OHC kit for the slant, mainly because one isn't eveb available. Building an entire new head is way out of my budget. Porting will be plenty. In my particular build, flow isn't a huge issue. Eliminating push rods would be a huge plus. I'm doing a turbo slant and wanting to push 30 pounds or more with a shot of nitrous. Those long pushrods will be a weak link. I'm already taking care of all of the other necessary engine preparations. The OHC would be easier to push higher RPM's and higher boost. It shouldn't be a whole lot taller either.
Like I said, I mainly want to do this just for the sake of doing it and to see what I can accomplish. Opinions and theories are great, but you'll never know unless you try.
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Ford could be used as a good example of making more with less all through the years. The old 302 does not round off to 302, but 301. It also does not round off to 50, but 4.9. Ford always had away of getting respectable power out of smaller engines. People blast their heads with tiny ports, but I believe that's exactly the reason. They used small ports to increase velocity and it worked. The few engines they made that had very large intake ports did not make great bottom end torque, but were aimed at high RPM horsepower such as for NASCAR.

All that said, before I started givin away or sellin slant stuff really cheap, I want some PROOF of the work that's goin on. Otherwise, this is simply somebody lookin for cheap and free slant stuff. Thank you drive through.
 
Charrlie_S said:
Personal opinion: The pushrods are not an issue. There are many slants that turn over 6500 RPM. I have turned my 170 to 7200 on occasion. The long stroke is more of a limiting factor. That said, with an overhead cam, you could use a more aggressive lobe profile. With a turbo you don't need a lot of RPM. Use the turbo to make torque. There are several turbo slants that make 500+ HP and don't turn over 5,500 RPM.
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Ask Don Garlits if pushrods are an issue on top fuel Hemis turnin 9500 RPM. He'll say no.
 
If I remember don't the slants have less main bearings then gm/ford sixes ,would they last with higher rpms more power, or will it end up having to be a complete modified engine package?
 
RustyRatRod said:
Ford could be used as a good example of making more with less all through the years. The old 302 does not round off to 302, but 301. It also does not round off to 50, but 4.9. Ford always had away of getting respectable power out of smaller engines. People blast their heads with tiny ports, but I believe that's exactly the reason. They used small ports to increase velocity and it worked. The few engines they made that had very large intake ports did not make great bottom end torque, but were aimed at high RPM horsepower such as for NASCAR.

All that said, before I started givin away or sellin slant stuff really cheap, I want some PROOF of the work that's goin on. Otherwise, this is simply somebody lookin for cheap and free slant stuff. Thank you drive through.
Click to expand...

Well that's why I'm asking for junk heads. I don't want people's good parts to waste.

Again, opinions and theories are great, but how can anyone give a 100% true answer without being witness to tests and experiments? I'm offering to pay for junk heads, that's all. I have the equipment to do everything I need. Lasers, Waterjet, CNC Mills and Lathes. I just need a couple throwaway heads that I will happily pay for. Definitely more than what they're worh in scrap.
 
I like the idea of a OHC slant six. I read about the prototype from the 70s and thought it was cool. I'm guessing you'd just need a way to put cam bearings up top and put a longer timing chain/ belt up to the valve cover somehow plus a whole bunch of other things I know. Would you want to take this a step further and add oil activated variable valve timing and find someone to make a new cam with a third lobe for each cylinder? That would be ultra cool. I'd buy the hell out of that.
 
Serj22 said:
I like the idea of a OHC slant six. I read about the prototype from the 70s and thought it was cool. I'm guessing you'd just need a way to put cam bearings up top and put a longer timing chain/ belt up to the valve cover somehow plus a whole bunch of other things I know. Would you want to take this a step further and add oil activated variable valve timing and find someone to make a new cam with a third lobe for each cylinder? That would be ultra cool. I'd buy the hell out of that.
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Yeah basically going to build a set of brackets and lift the rocker assembly and use longer valves.

Variable Valve timing is way out of budget for me. If I was going to go that far id design a brand new 24 valve DOHC head from scratch at work, have it cast from aluminum, then machined to spec. Then I'd definitely think about VTEC. Again, this is the first stage. I'm definitely on a budget since I'll be $5,000 into my engine without the OHC setup. I'll definitely consider it depending on the results I get from this project. I appreciate the idea
 
I'm thinking then with your setup the oil pump and fuel pump would need to be addressed as well? Both electric? If you ever get the OHC bracket thing going right I'd like to put it on my turbo slant if I had the cash for it. It sounds cool. Would this be a "bolt on" ordeal where one removes the rocker shaft, valves, and all the stuff attached to the head and mounts this? Or would it be a complete conversion of the head? I assume there would need to be a bearing drilled into the front of the head to to manage the cam gear. Or would it go out of a custom valve cover at a higher position?
 
Serj22 said:
I'm thinking then with your setup the oil pump and fuel pump would need to be addressed as well? Both electric? If you ever get the OHC bracket thing going right I'd like to put it on my turbo slant if I had the cash for it. It sounds cool. Would this be a "bolt on" ordeal where one removes the rocker shaft, valves, and all the stuff attached to the head and mounts this? Or would it be a complete conversion of the head? I assume there would need to be a bearing drilled into the front of the head to to manage the cam gear. Or would it go out of a custom valve cover at a higher position?
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I was thinking about this all just last night, literally didn't get any sleep. I'm already going to run an electric fuel pump, and possibly a dry sump oil pump ran by a pulley. I'm thinking about going with FAST XFI and I'm wondering if is possible to run ignition through it as well. This will all be considered throughout the build. As for the valve cover, I'll probably modify a slot that sits flush against a front bracket with a gasket. I'm going to attempt to make this with as little machine work to the head as possible. I might build a custom valve cover that everything mounts to. We'll see. I'd like to make a kit that's ready to go for the public. It will have to be extremely precise and sturdy with the boost and RPM's I want to run out of mine. Trying to push 800+ horsepower, so every gain counts
 
Landons65Dart said:
Well that's why I'm asking for junk heads. I don't want people's good parts to waste.

Again, opinions and theories are great, but how can anyone give a 100% true answer without being witness to tests and experiments? I'm offering to pay for junk heads, that's all. I have the equipment to do everything I need. Lasers, Waterjet, CNC Mills and Lathes. I just need a couple throwaway heads that I will happily pay for. Definitely more than what they're worh in scrap.
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And you have no camera?
 
Pictures of your equipment genius, might help your quest.
 
If you want ideas for OHC cam 6 consider a straight BMW 6 1968+. It is a slanted engine with overhead cam, aluminum head. Intake is on drivers side, exhaust on passenger side. Good power and great economy 30+ with 1985 2.7L eta. Who knows, with work it might be possible to swap head, or use cam and components.
 
I am thinkin there's not room enough in the engine bay for a cross flow head.
 
KitCarlson said:
If you want ideas for OHC cam 6 consider a straight BMW 6 1968+. It is a slanted engine with overhead cam, aluminum head. Intake is on drivers side, exhaust on passenger side. Good power and great economy 30+ with 1985 2.7L eta. Who knows, with work it might be possible to swap head, or use cam and components.
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Well apparently the Toyota 2JZ head which is aluminum with DOHC has the same bolt pattern and almost identical bore, but then the work would be in getting custom cams, welding the coolant jackets closed and redrilling them, and then worrying about the clearance on the passenger side for exhaust.
 
I'm liking the idea of just building it above the block kinda, and then maybe making a valve cover slot for it similar to how a D16 Honda has its cam gears. They sit in a rounded crevice kind of. Hopefully you know what I'm talking about.
 
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